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Patented Dec. 6, I898. M. M. MCGREGOR'I. J. H. WILLIAMS.

RAILWAY GATE.

(Application filed Feb. 15, 1898.)

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. (No Model.)

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attozhcqo No. 6|5,'402. Patented Dem 6,1898. M. M. MGGREGDR &. J. H. WILLIAMS.

RAILWAY GATE (Application filed Feb. 15, 1898.)

2 Sheets-8haet 2.

(No Model.)

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Ni'TEn STATES PATENT OFFICE.

MONTAGUE M. MOGREGOR AND JAMES HENRY XVILLIAMS, OF ROCKWALL, TEXAS; SAID MCGREGOR ASSIGNOR TO SAID VILLIAMS.

RAl LWAY-GATE.

SPECIFICATION forming part of Letters Patent No. 61 5,402, dated December 6, 1898. Application filed February 15, 1898. Serial No. 670,342. (No model.)

To all whom it may concern.-

Be it known that we, MONTAGUE M. MC- GREGOR and JAMES HENRY WILLIAMS, residing at Rockwall, in the county of Rockwall and State of Texas, have invented a new and useful Railway-Gate, of which the following is a specification.

Our invention relates to railway-gates intended to prevent cattle from passing along the track at the crossings thereof, and especially to prevent cattle crossing the track from turning aside and wandering on the track instead of the road.

The objects of our invention are to generally simplify and improve the construction of such gates and to render them sure and easy in operation.

Vith these objects in view our invention consists in the improved means whereby a pair of gates meeting in the center of the track will be opened by being drawn to opposite sides of the track by the approach of a train in either direction and will be closed after the train has passed through without the necessity of employing watchmen to attend to them.

Our invention further consists in the. improved construction, combination, and arrangement of parts hereinafter fully described, and afterward specifically pointed out in the appended claims.

In order to enable others skilled in the art to which our invention most nearly appertains to make and use the same, we will now proceed to describe its construction and operation, having reference to the accompanying drawings, forming part of this specification, in which- Figure 1 is a view, partly in section, illustrating the gates and their operating mechanism in elevation with the gates closed. Fig. 2 is a similarview with the gates open. Fig. 3 is a sectional view on the line 3 3 of Fig; 1, looking toward the right, parts being broken away. Fig. 4 is a sectional view on the line 4 4 of Fig. 1, looking toward the left. Fig. 5

is a sectional view on the line 5 5 of Fig. 1, looking downward. Fig. 6 is a fragmentary detail perspective View with one rail of the track and one of the supplemental gate-operating bars removed from its pivotal position,

the pivot-pin being shown detached. Fig. 7 is a sectional view on the line 7 7 of Fig. 1, looking toward the left. Fig. Sis a sectional View on the line 8 8 of Fig. 3, looking toward the right. Fig. 9 is a sectional view on the line 9 9 of Fig. 4, looking toward the left. Fig. 10 is a fragmentary detail plan view, to be referred to hereinafter.

Like numerals of reference indicate the same parts Wherever they occur throughout the Various figures of the drawings.

Referring to the drawings by numerals, 11 and 12 indicate base-beams upon which our gates and all their operating mechanisms are supported, said beams being below and at right angles to the track and extending to a distance to each side thereof and supporting four base-beams 13, 14, 15, and 16 below and parallel with the rails.

Erected upon base-beams 11 and 12 are four uprights, 18 and 19 on beam 11 and 17 and 20 on beam 12, the beams 14 and 15 being supported upon the beams 11 and 12 just inside of the uprights, the uprights 17 and 18 standing against the outside of beam 14 and the uprights 19 and 20 against the outside of beam 15.

Upon the upper ends of uprights l7 and 18 is supported a beam 21 and upon the upper ends of beams 19 and 20 abeam 22, the beams 21 and 22 lying parallel to beams 13, 14, 15, and 16 and to the track-rails and forming stringers to carry cross-ties 23 to support the rails 24 and 25.

Resting upon the outer ends of the crossties 23, outside of the rails 24 and 25,,are laid stringers or beams 26 and 27, to the ontsides of which are secured by suitable bolts 28 and 29 outwardly and upwardly extending bars 30 31, which serve to support two frames composed of upper and lower outwardly and upwardly inclined bars 32, 33, 34, and 35, between which the gates 36 and 37 are fitted to slide, and connecting uprights 38 and 39, at their outer ends carrying centrally-located spring-bumpers 40 and 41 to receive the impact of the gates when thrown open. To cause the gates to move easily, friction-rollers 42 are mounted at their tops and bottoms to engage frame-bars 32, 33, 34, and 35. Pivotally secured to the lower rail of the gates are bars or links 43 and 44, which at their lower ends are pivotally attached to the outer ends of arms 45 and 46, projecting radially from short shafts 47 and 48, mounted in bearings 49 50, supported upon and secured to beams 13 and 16. i

51 indicates a crank-disk mounted on a stubshaft 52, projecting from an upright bearingbracket 53, secured uponthe top of beam 14 by means of bolts 54 through the horizontal base of said bearing-bracket. Crank-pins 55 and 56 project from one face of the disk 51. A bar or link 57 connects crank-pin 55 with arm 45, while on crank-pin 56 is pivotally attached a link 58, to which is pivotally attached one end of a link or bar 59, which is pivotally secured at its opposite end to the arm 46. The link 58 is pivotally connected at its upper end to an arm or lug 60, projecting laterally from the inside 61 of a supplementary rail or depressible bar 62, which is seated in a recess formed by cutting away the upper half of the head of the rail 24, the head of this supplementary rail being of a thickness equal to the amount of metal cut away from the head of the rail. The supplementary rail 62 is one of a pair, the inner end of the other one, 63, meetingits inner end under the gates, the supplementary rails being pivotally attached to the rail 24 by means of pivot pins or bolts 64 65 at their outer ends, pivotally connected together at their inner ends by means of a link 66 and supported normally in their raised position by means of a spring 67, resting in a socket in the top of rail 24 and upholding supplementary rail 62, which by means of link 66 supports its fellow 63. Curved slots 68 and 69 are formed in the inner ends of the supplementary rails 62 63, in which work pins 70 and 71, projecting from the side of rail 24, to limit the distance which the inner ends of supplementary rails 62 and 63 may be raised by the spring 67 and to assist in guiding and steadying the supplementary rails in their depression and upward return movement.

The construction of our improved railwaygate will be readily understood from the foregoing description, and its operation may be described as follows: The gates being closed, the supplementary rails 62 63 will be in their normal raised positions at their inner ends, and an engine, car, ortrain approaching from either direction-say from the left, as indicated in Fig. 3will ride upon the supplementary rail or depressible bar 62 and press it downward until its lower surface comes in contact with the top of the rail 24. As this depressible rail 62 is carried downward it carries with it its side 61 and the lug 'projecting therefrom. This forces the link 58 downward, causing the disk 51 to be partially turned. This rotation of the disks carries the link or, bar 59 downward and outward, forcing the arm 46 outward, carrying with it the bar or link 44 and causing the gate 37 to be moved outward and upward in its supporting-frame, the rollers 42 rendering this motion easy. The turning of the disk also causes the link 57 to be forced outward, moving the rocking arm 45 and forcing the link or bar 43 outwardly, carrying with it the gate 36 to its open position, as shown in Fig. 2, in the same manner as and at the same time the gate 37 is moved, as before described. So long as the depressible rails 62 and 63 are held in their depressed position by the cars passing over them the gates 36 and 37 will be held in their open position, as indicated in Fig. 2; but as soon as the cars have passed off the depressible or supplementary rail the spring 67 will raise these rails to their normal upper position at theirinner ends, carrying with them the lug 60 and link 58, thus causing the disk 51 to be rotated in a reverse direction and all the parts to be moved reversely to their movements in opening the gate,where* by the gates will be made to slide toward each other and meet in the center over the track, as. clearly shown in Fig. 1, their inward movement being facilitated by the downward inclination of the frames which support them and by the friction-rollers 42.

From the foregoing it will be apparent that a train approaching in either direction will cause the gates to be opened and held open as long as the car remains upon the supplementary rails or depressible bars 62 and 63 and that this action will take place no matter in which direction the train is moving, and, further, that the gates will be held open as long as a car remains upon either of these depressible bars. As soon, however, as the cars have passed over the depressible bars the gates will at once assume their normal closed position in the manner before described.

When the gates are moved to their outer position, all jar against the outer bearings 38 and 39 of the frames will be neutralized by the springs 40 and 41. These springs will also assist in the primary movement necessary to close the gates.

\Vhile we have illustrated and described what We consider to be efficient means for carrying out our invention, we do not wish to be understood as restricting ourselves to the exact details of construction shown and described, but hold that any slight changes or variations, such as might suggest themselves to the ordinary mechanic, would properly fall within the limit and scope of our invention.

Having thus fully described our invention, what we claim as new, and desire to secure by Letters Patent of the United States, is-

1. The combination with the gates, their outwardly and upwardly inclined supporting frames, the spring-bumpers therein,the crossties supporting the rails, the stringers sup ported on the outer ends of the cross-ties out side and parallel with the rails, and the inclined bars bolted on the outside of the string 3. The combination with the gate 37 mounted to slide in an inwardly-inclined frame, the depending link 44 connected to the gate, the rocking arm 46 mounted on shaft 48, the disk 51, the depressible rail 62, the link 58 connecting it with the disk 51, and the link 59 connecting the link 58 with the rocking arm 20 46, substantially as described.

MONTAGUE M. MOGREGOR. JAMES HENRY WILLIAMS. Witnesses:

J OE H. CHISHOLM, G. A. TRUITT. 

